Frame rail assemblies and interlocking frame rail systems

ABSTRACT

A frame rail assembly for a boat dock structure includes a frame rail member and a removable resilient rub-rail member. The frame rail member includes a first side configured for securing the frame rail member to a side of the boat dock structure; a second side opposing the first side; a first channel extending along a length of the frame rail member; and a second channel below the first channel, the second channel extending along the length of the frame rail member. An interlocking frame rail system for boat dock structures includes a first frame rail member, a second frame rail member, and an upper connector member extending along at least a portion of a length of the first frame rail member and at least a portion of the length of a second frame rail member.

RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.12/644,878, filed Dec. 22, 2009, titled “FRAME RAIL ASSEMBLIES ANDINTERLOCKING FRAME RAIL SYSTEMS,” which claims the benefit of U.S.Provisional Patent Application Ser. No. 61/140,905, filed Dec. 26, 2008,titled “NOVEL ENHANCED MODULAR RUB-RAIL ASSEMBLY;” the content contentsof which are incorporated by reference herein in their entireties itsentirety.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to frame rail assemblies forboat dock structures, and to an interlocking frame rail system foreffectively and easily interlocking corresponding frame rails.

2. Related Art

Many boat dock structures are designed such that they may accommodaterub-rails. Rub-rails are often fastened to the sides of boat dockstructures using mechanical fasteners, such as screws, nails, or bolts.This creates potential tear or fracture points along the rub-rails.Impact from watercraft vehicles may easily dislodge rub-rails that aremechanically fastened to the sides of boat docks. Thus, there is anongoing need for rub-rails that may be securely coupled to the sides ofboat dock structures.

Frame rails for boat docks exist in a variety of designs. A frame railsystem may be designed to accommodate an existing boat dock structure;or conversely, a boat dock structure may be designed to accommodate anexisting frame rail system. However, existing designs for frame railsfail to provide an effective and relatively simple means forinterlocking corresponding frame rails so as to provide for the couplingof separate boat dock structures. In addition, the existing designs forframe rail systems fail to provide a means for effectively accommodatingrub-rails, as described above. Thus, there is an ongoing need for framerail systems that provide an effective means for interlockingcorresponding frame rails. There is also an ongoing need for frame railsthat provide for the effective accommodation of rub-rails.

SUMMARY

To address the foregoing problems, in whole or in part, and/or otherproblems that may have been observed by persons skilled in the art, thepresent disclosure provides methods, apparatus, instruments, and/ordevices, as described by way of example in implementations set forthbelow.

According to one implementation, a frame rail assembly for a boat dockstructure includes a frame rail member and a first removable resilientrub-rail member. The frame rail member includes a first side, a secondside opposing the first side, a first channel extending along a lengthof the frame rail member, and a second channel below the first channeland extending along the length of the frame rail member. The firstrub-rail member may project outward from the second side and may extendalong at least a portion of the length of the frame rail member. Thefirst rub-rail member includes a first coupling member extending throughthe first channel in engagement therewith, and a second coupling memberextending through the second channel in engagement therewith.

According to another implementation, an interlocking frame rail systemfor boat dock structures includes a first frame rail member, a secondframe rail member, and an upper connector member extending along atleast a portion of the length of the first frame rail member and atleast a portion of the length of the second frame rail member. The firstframe rail member may include a first side configured for securing thefirst frame rail member to a side of a first boat dock structure, asecond side opposing the first side, a first channel extending along thelength of the first frame rail member, and a second channel below thefirst channel and extending along the length of the first frame railmember. The second frame rail member may include a first side configuredfor securing the second frame rail member to a side of a second boatdock structure, a second side opposing the first side, a first channelextending along the length of the second frame rail member, and a secondchannel below the first channel and extending along the length of thesecond frame rail member. The upper connector member may include a firstcoupling member extending through the first channel of the first framerail member in removable engagement therewith, and a second couplingmember extending through the first channel of the second frame railmember in removable engagement therewith.

According to another implementation, a method for interlocking boat dockstructures includes aligning a first frame rail member with a secondframe rail member, securing the first frame rail member to a side of thefirst boat dock structure, securing the second frame rail member to aside of the second boat dock structure, and coupling the first framerail member to the second frame rail member by removably engaging afirst coupling member of an upper connector member with a first channelof the first frame rail member and removably engaging a second couplingmember of the upper connector member with a first channel of the secondframe rail member.

Other devices, apparatus, systems, methods, features and advantages ofthe invention will be or will become apparent to one with skill in theart upon examination of the following figures and detailed description.It is intended that all such additional systems, methods, features andadvantages be included within this description, be within the scope ofthe invention, and be protected by the accompanying claims.

BRIEF DESCRIPTION OF THE FIGURES

The invention can be better understood by referring to the followingfigures. The components in the figures are not necessarily to scale,emphasis instead being placed upon illustrating the principles of theinvention. In the figures, like reference numerals designatecorresponding parts throughout the different views.

FIG. 1 is a cut-away view of a portion of an implementation of a framerail assembly according to the present invention, showing a frame railmember secured to a side of a boat dock structure.

FIG. 2 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 3 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 4 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 5 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing a framerail member secured to a side of a boat dock structure.

FIG. 6 is a cut-away view of a portion of another implementation of aframe rail assembly according to the present invention, showing firstand second rub-rail members.

FIG. 7 is a perspective view of an interlocking frame rail systemaccording to the present invention, showing a portion of a first framerail member and a portion of a second frame rail member.

FIG. 8 is a perspective view of a portion of the first frame rail memberillustrated in FIG. 7.

FIG. 9 is a perspective view of a portion of a connector member that maybe utilized in an interlocking frame rail system according to thepresent invention.

FIG. 10 is an elevation view of the interlocking frame rail systemillustrated in FIG. 7 and the connector member illustrated in FIG. 9.

FIG. 11 is a side elevation view of an alignment pin that may beutilized in an interlocking frame rail system according to the presentinvention.

FIG. 12 is front elevation view of the alignment pin illustrated in FIG.11.

FIG. 13 is a top plan view of various boat dock structures,schematically depicting locations that may be fitted with frame railassemblies and interlocking frame rail systems according to the presentinvention.

FIG. 14 is a perspective view of an example of an interlocking framerail system according to another embodiment.

FIG. 15 is a perspective view of an example of an upper connector memberand a lower connector member according to another embodiment.

DETAILED DESCRIPTION

FIG. 1 is a cut-away view of a portion of an implementation of a framerail assembly 100 according to the present invention, showing a framerail member 101 secured to a side of a boat dock structure 104. Theframe rail assembly 100 may generally include the frame rail member 101and a removable resilient rub-rail member 128. The frame rail member 101generally includes a first side 102 configured for securing the framerail member 101 to the side of the boat dock structure 104, a secondside 108 opposing the first side 102, a first channel 116 extendingalong a length of the frame rail member 101, and a second channel 120extending along the length of the frame rail member 101.

As illustrated in FIG. 1, the rub-rail member 128 may project outwardfrom the second side 108. The rub-rail member 128 generally extendsalong at least a portion of the length of the frame rail member 101. Therub-rail member 128 may include a first coupling member 132 extendingthrough the first channel 116 in engagement therewith, and a secondcoupling member 136 extending through the second channel 120 inengagement therewith. The first coupling member 132 and the secondcoupling member 136 generally extend continuously along a length of therub-rail member 128. As also illustrated in FIG. 1, the first channel116 may include an inner section 140 and an outer section 144 that opensat an outer surface of the frame rail member 101, where the innersection 140 has a larger cross-sectional area than the outer section144. As further illustrated in FIG. 1, in some implementations a topsurface 112 of the frame rail member 101 may be sloped and the outersection 144 of the first channel 116 may open at the top surface 112.The second channel 120 may include an inner section 148 and an outersection 152 that opens at an outer surface of the frame rail member 101,where the inner section 148 has a larger cross-sectional area than theouter section 152. The shapes of the first coupling member 132 and thesecond coupling member 136 may be complementary to the respective shapesof the first channel 116 and the second channel 120, such that therub-rail member 128 may be limited to longitudinal insertion and removalby, e.g., slidably inserting the rub-rail member 128 into the frame railmember 101 or slidably removing the rub-rail member 128 from the framerail member 101. For instance, the coupling members 132, 136 may not beremoved by pulling them out from the frame rail member 101 in adirection perpendicular to the length of the frame rail member 101. Therub-rail member 128 may include an outer bumper shell 156 projectingoutward from the second side 108 of the frame rail member 101, and aninner rib 160 disposed inside the outer bumper shell 156. The inner rib160 may be configured for supporting the outer bumper shell 156 uponheavy impact, and may be oriented so as to be less deformable than theouter bumper shell 156. For example, the inner rib 160 may projectoutward from the frame rail member 101 such that the inner rib 160 comesinto contact with the outer bumper shell 156 upon heavy impact, thuscreating a support mechanism for keeping the outer bumper shell 156 fromcoming into contact with the frame rail member 101 upon heavy impactfrom watercraft vehicles. The rub-rail member 128 may include at leastone raised ridge 164 for improved traction. The removable rub-railmember 128 may be constructed from, for example, high-densitypolyurethane, polyethylene, or various other types of polymers.

The frame rail member 101 may be made of, for example, extruded aluminumwith engineered first and second channels 116, 120. As illustrated inFIG. 1, the frame rail member 101 may include one or more toe members168 for securing the first side 102 of the frame rail member 101 to theside of the boat dock structure 104. The frame rail member 101 may beconfigured such that a user may subsequently construct the boat dockstructure 104 to accommodate the frame rail member 101; or the user maysecure a frame rail to an existing side of a boat dock structure (asdiscussed below with respect to FIG. 5). Those of skill in the art willappreciate that the frame rail member 101 may be secured to the side ofthe boat dock structure 104 by any suitable means.

It will be understood that the term “boat dock structure” is not meantto limit the scope of the invention to use in conjunction with boat dockstructures such as boat docks, fingers and headwalks. The term “boatdock structure” as used herein may encompass any and all types ofstructures that may utilize the present invention, such as, for example,automobile trailers, buildings and the like.

FIG. 2 is a cut-away view of a portion of another implementation of aframe rail assembly 200 according to the present invention, showing aframe rail member 201 secured to a side of the boat dock structure 104.FIG. 2 illustrates a rounded top surface 212 of the frame rail member201 and an alternative location for a first channel 216 of the framerail member 201, and accordingly illustrates an outer section 244 and aninner section 240 of the first channel 216. In the present example, theouter section 240 of the first channel 216 opens at the rounded topsurface 212 of the frame rail member 201. In the present implementationillustrated in FIG. 2, a first coupling member 232 of a removablerub-rail member 228 is complementary in shape to the first channel 216of the frame rail member 201, thus limiting the rub-rail member 228 tolongitudinal insertion into and removal from the frame rail member 201.The frame rail assembly 200 may be utilized as described above withrespect to FIG. 1, or as otherwise described herein.

FIG. 3 is a cut-away view of a portion of another implementation of aframe rail assembly 300 according to the present invention, showing aframe rail member 301 secured to a side of the boat dock structure 104.FIG. 3 illustrates a substantially flat top surface 312 of the framerail member 301 and an alternative location for a first channel 316 ofthe frame rail member 301, and accordingly illustrates an outer section344 and an inner section 340 of the first channel 316. In the presentexample, the outer section 340 of the first channel 316 opens at thesubstantially flat top surface 312 of the frame rail member 301. Thefirst channel 316 extends from the top surface 312 of the frame railmember 301 in a direction perpendicular to the length of the frame railmember 301. A first coupling member 332 of a removable rub-rail member328 is complementary in shape to the first channel 316 of the frame railmember 301, thus limiting the rub-rail member 328 to longitudinalinsertion into and removal from the frame rail member 301. The framerail assembly 300 may be utilized as described above with respect toFIG. 1 and FIG. 2, or as otherwise described herein.

FIG. 4 is a cut-away view of a portion of another implementation of aframe rail assembly 400 according to the present invention, showing aframe rail member 401 secured to a side of the boat dock structure 104.FIG. 4 illustrates a section 412 of a removable rub-rail member 428adjacent to the first side 102 of the frame rail member 401 andinterposed between the first side 102 of the frame rail member 401 andthe side of the boat dock structure 104. FIG. 4 illustrates analternative location for a first channel 416 of the frame rail member401, and accordingly illustrates an outer section 444 and an innersection 440 of the first channel 416. The outer section 444 of the firstchannel 416 opens to the first side 102 of the frame rail member 401. Afirst coupling member 432 of the removable rub-rail member 428 iscomplementary in shape to the first channel 416 of the frame rail member401, thus limiting the rub-rail member 428 to longitudinal insertioninto and removal from the frame rail member 401. The frame rail assembly400 may be utilized as described above with respect to FIGS. 1 through3, or as otherwise described herein.

FIG. 5 is a cut-away view of a portion of another implementation of aframe rail assembly 500 according to the present invention, showing aframe rail member 501 secured to a side of a boat dock structure 504.FIG. 5 illustrates an alternative shape for a second channel 520 of theframe rail member 501, and accordingly illustrates an outer section 552and an inner section 548 of the second channel 520. A second couplingmember 536 of a removable rub-rail member 528 may be complementary inshape to the second channel 520 of the frame rail member 501, thuslimiting the rub-rail member 528 to longitudinal insertion into andremoval from the frame rail member 501. As also illustrated in FIG. 5, auser may secure the frame rail member 501 (or any of the other framerail members 101, 201, 301, 401) to the side of an existing boat dockstructure 504 through the use of mechanical fasteners, such ascounter-set screws 568, nails, or the like, or, for example, throughwelding. Alternatively, the frame rail member 501 may be configured suchthat a user may subsequently construct a boat dock structure toaccommodate the frame rail member 501, as previously noted. All suchmethods entailing the use of the frame rail member 501 are encompassedby the present invention.

FIG. 6 is a cut-away view of a portion of another implementation of aframe rail assembly 600 according to the present invention, showing afirst rub-rail member 628 and a second rub-rail member 629. Asillustrated in FIG. 6, the frame rail assembly 600 may generally includea frame rail member 601, the first removable resilient rub-rail member628, and the second removable resilient rub-rail member 629. The framerail member 601 may include a first side 602 configured for securing theframe rail member 601 to a side of a boat dock structure, a second side608 opposing the first side 602, an upper section 623 between the firstside 602 and the second side 608, a first channel 616 extending along alength of the frame rail member 601, a second channel 620 extendingalong the length of the frame rail member 601, and a lower section 624between the first side 602 and the second side 608. The first channel616 may generally be located in the upper section 623 of the frame railmember 601. The second channel 620 may generally be located below thefirst channel 616. The first rub-rail member 628 generally projectsoutward from the second side 608 and extends along at least a portion ofthe length of the frame rail member 601. The first rub-rail member 628may include a first coupling member 632 extending through the firstchannel 616 in engagement therewith, and a second coupling member 636extending through the second channel 620 in engagement therewith. Thefirst channel 616 may include an inner section 640 and an outer section644, where the inner section 640 has a larger cross-sectional area thanthe outer section 644. The second channel 620 may include an innersection 648 and an outer section 652, where the inner section 648 has alarger cross-sectional area than the outer section 652. The shapes ofthe first coupling member 632 and the second coupling member 636 may becomplementary to the respective shapes of the first channel 616 and thesecond channel 620, such that the first rub-rail member 628 may belimited to longitudinal insertion and removal. The first rub-rail member628 may include an outer bumper shell 656 projecting outward from thesecond side 608 of the frame rail member 601, and an inner rib 660disposed inside the outer bumper shell 656. The inner rib 660 maygenerally be configured for supporting the outer bumper shell 656 uponheavy impact, and may be oriented so as to be less deformable than theouter bumper shell 656.

As further illustrated in FIG. 6, the frame rail member 601 maygenerally include a third channel 617 in the lower section 624 of theframe rail member 601 extending along the length of the frame railmember 601, a fourth channel 621 generally located above the thirdchannel 617 and extending along the length of the frame rail member 601,and the second removable resilient rub-rail member 629 projectingoutward from the second side 608 of the frame rail member 601 andextending along at least a portion of the length of the frame railmember 601. The second rub-rail member 629 may include a third couplingmember 633 extending through the third channel 617 in engagementtherewith, and a fourth coupling member 637 extending through the fourthchannel 621 in engagement therewith. The third channel 617 may includean inner section 641 and an outer section 645, where the inner section641 has a larger cross-sectional area that the outer section 645. Thefourth channel 621 may include an inner section 649 and an outer section653, where the inner section 649 has a larger cross-sectional area thanthe outer section 653. The shapes of the third coupling member 633 andthe fourth coupling member 637 may be complementary to the respectiveshapes of the third channel 617 and the fourth channel 621, such thatthe second rub-rail member 629 may be limited to longitudinal insertionand removal. The second rub-rail member 629 may include an outer bumpershell 657 projecting outward from the second side 608 of the frame railmember 601, and an inner rib 661 disposed inside the outer bumper shell657. The inner rib 661 may generally be configured for supporting theouter bumper shell 657 upon heavy impact, and may be oriented so as tobe less deformable than the outer bumper shell 657.

As further illustrated in FIG. 6, the first rub rail member 628 mayinclude a section 612 that is adjacent to the first side 602 of theframe rail member 601 and which may be interposed between the first side602 of the frame rail member 601 and the side of the boat dock structure(not shown). The second rub-rail member 629 may include a section 613that is adjacent to the first side 602 of the frame rail member 601 andwhich may be interposed between the first side 602 of the frame railmember 601 and the side of the boat dock structure (not shown).

Those skilled in the art will recognize that the frame rail member 601may be configured to accommodate one rub-rail member, or a plurality ofrub-rail members. For example, in one implementation, the secondrub-rail member 629 may be removed from the frame rail assembly 600. Thefirst rub-rail member 628 may be configured such that the outer bumpershell extends below the fourth channel 621, so as to cover, or partiallycover the fourth channel 621, as illustrated by a phantom line 670.Those skilled in the art will also recognize that the frame rail membersdescribed herein may be utilized in conjunction with the interlockingframe rail system described below. As but one example, and as willbecome evident from the discussion below, the first rub-rail member 628and the second rub-rail member 629 may be removed from the frame railmember 601, and the frame rail member 601 may be interlocked with acorresponding frame rail member.

FIG. 7 is a perspective view of an interlocking frame rail system 700according to the present invention, showing a portion of a first framerail member 704 and a portion of a second frame rail member 705. In someimplementations, the interlocking frame rail system 700 may include afirst frame rail member 704, a second frame rail member 705, and aconnector member (not shown). The first frame rail member 704 maygenerally include a first side 706 configured for securing the firstframe rail member 704 to a side of a first boat dock structure 702, asecond side 710 opposing the first side 706, an upper section 714between the first side 706 and the second side 710, a first channel (orupper channel) 718 in the upper section 714 and extending along a lengthof the first frame rail member 704, a second channel (or firstintermediate channel) 722 extending along the length of the first framerail member 704, and a lower section 726 between the first side 706 andthe second side 710. The second channel 722 may generally be locatedbelow the first channel 718. The first channel 718 may include an innersection 740 and an outer section 744, the inner section 740 having alarger cross-sectional area than the outer section 744.

In the present example, the second frame rail member 705 may generallyinclude a first side 707 configured for securing the second frame railmember 705 to a side of a second boat dock structure (not shown), asecond side 711 opposing the first side 707, an upper section 715between the first side 707 and the second side 711, a first channel (orupper channel) 719 in the upper section 715 and extending along a lengthof the second frame rail member 705, a second channel (or firstintermediate channel) 723 extending along the length of the second framerail member 705, and a lower section 727 between the first side 707 andthe second side 711. The second channel 723 may generally be locatedbelow the first channel 719. The first channel 719 may include an innersection 741 and an outer section 745, the inner section 741 having alarger cross-sectional area than the outer section 745.

As illustrated in FIG. 7, the first frame rail member 704 may include athird channel (or lower channel) 750 extending along the length of thefirst frame rail member 704 in the lower section 726 of the first framerail member 704, and a fourth channel (or second intermediate channel)754 above the third channel 750, the fourth channel 754 extending alongthe length of the first frame rail member 704. The third channel 750 mayinclude an inner section 764 and an outer section 760, the inner section764 having a larger cross-sectional area than the outer section 760.

As further illustrated in FIG. 7, the second frame rail member 705 mayinclude a third channel (or lower channel) 751 extending along thelength of the second frame rail member 705 in the lower section 727 ofthe second frame rail member 705, and a fourth channel (or secondintermediate channel) 755 above the third channel 751, the fourthchannel 755 extending along the length of the second frame rail member705. The third channel 751 may include an inner section 765 and an outersection 761, the inner section 765 having a larger cross-sectional areathan the outer section 761.

FIG. 8 is a perspective view of a portion of the first frame rail member704 illustrated in FIG. 7. As illustrated in FIG. 7 and FIG. 8, in someimplementations, the first frame rail member 704 may include at leastone toe member 730 for securing the first side 706 of the first framerail member 704 to the side of the first boat dock structure 702 (asshown in FIG. 7).

FIG. 9 is a perspective view of a portion of the connector member 900that may be utilized in the interlocking frame rail system 700 accordingto the present invention. The connector member 900 illustrated in FIG. 9may be used to interlock the first frame rail member 704 and the secondframe rail member 705 shown in FIG. 7. The connector member 900 mayinclude a first coupling member 902 and a second coupling member 904.The first coupling member 902 and the second coupling member 904 mayextend continuously along the length of the connector member 900. Aninterlocking frame rail system 700 according to the present inventionmay include an upper connector member and a lower connector member, oneor both of which may be configured as the illustrated connector member900. Alternatively, the interlocking frame rail system 700 may includeonly an upper connector member, or only a lower connector member. Whenthe connector member 900 is utilized as an upper connector member, theconnector member 900 may extend along at least a portion of the lengthof the first frame rail member 704 and at least a portion of the lengthof the second frame rail member 705. The first coupling member 902 mayextend through the first channel 718 of the first frame rail member 704in removable engagement therewith, and the second coupling member 904may extend through the first channel 719 of the second frame rail member705 in removable engagement therewith. The first coupling member 902 maybe complementary in shape to the first channel 718 of the first framerail member 704, and the second coupling member 904 may be complementaryin shape to the first channel 719 of the second frame rail member 705,thus limiting the connector member to longitudinal insertion into andremoval from the first and second frame rail members 704, 705.

Continuing with the present example, when the connector member 900 isutilized as a lower connector member, the connector member 900 mayextend along at least a portion of the length of the first frame railmember 704 and at least a portion of the length of the second frame railmember 705. The first coupling member 902 may extend through the thirdchannel 750 of the first frame rail member 704 in removable engagementtherewith, and the second coupling member 904 may extend through thethird channel 751 of the second frame rail member 705 in removableengagement therewith. The first coupling member 902 may be complementaryin shape to the third channel 750 of the first frame rail member 704,and the second coupling member 904 may be complementary in shape to thethird channel 751 of the second frame rail member 705, thus limiting theconnector member 900 to longitudinal insertion into and removal from thefirst and second frame rail members 704, 705.

Those of skill in the art will appreciate that the connector member 900may be constructed of various materials, such as extruded aluminum orvarious types of polymeric materials, including resilient materials. Theconnector member 900 may also include a projection 906 that may act as aspacer between the first frame rail member 704 and the second frame railmember 705.

FIG. 10 is an elevation view of the interlocking frame rail system 700illustrated in FIG. 7 and the connector member 900 illustrated in FIG.9, showing the first coupling member 902 of the connector member 900extending through the first channel 718 of the first frame rail member704 in removable engagement therewith, and the second coupling member904 of the connector member 900 extending through the first channel 719of the second frame rail member 705 in removable engagement therewith.As illustrated in FIG. 10, the first coupling member 902 is shapedcomplementarily to the first channel 718 of the first frame rail member704, and the second coupling member 904 is shaped complementarily to thefirst channel 719 of the second frame rail member 705, thus limiting theconnector member 900 to longitudinal insertion into and removal from thefirst and second frame rail members 704, 705. The projection 906 of theconnector member 900 acts as a spacer between the first frame railmember 704 and the second frame rail member 705, and extends into a gap780 between the second side 710 of the first frame rail member 704 andthe second side 711 of the second frame rail member 705. As alsoillustrated in FIG. 10, the connector member 900 may include a firstsection 908 that is adjacent to the first side 706 of the first framerail member 704 and which may be interposed between the first side 706of the first frame rail member 704 and the side of the first boat dockstructure 702. The connector member 900 may include a second section 910that is adjacent to the first side 707 of the second frame rail member705 and which may be interposed between the first side 707 of the secondframe rail member 705 and the side of the second boat dock structure(not shown).

FIG. 11 is a side elevation view of an alignment pin 1100 that may beutilized in the interlocking frame rail system 700 according to thepresent invention. Viewed in connection with FIG. 7, the alignment pin1100 may be disposed between the second side 710 of the first frame railmember 704 and the second side 711 of the second frame rail member 705.The alignment pin 1100 may generally include a first end 1108, a secondend 1104, and a spacer member 1112 between the first end 1108 and thesecond end 1104. The first end 1108 may be configured for extendingaxially into a first aperture 770 located in the second side 710 of thefirst frame rail member 704. The second end 1104 may be configured forextending axially into a second aperture (not shown) located in thesecond side 711 of the second frame rail member 705, opposite to thecorresponding first aperture 770. The alignment pin 1100 may be used toalign the first frame rail member 704 and the second frame rail member705, allowing the first frame rail member 704 and the second frame railmember 705 to be easily interlocked through the application of theconnector member 900. The alignment pin 1100 may also aid in carryingany shear load applied vertically or horizontally to an interlockedfirst frame rail member 704 and second frame rail member 705. The spacermember 1112 of the alignment pin 1100 may be configured to provide thedesired spacing between the first frame rail member 704 and the secondframe rail member 705. The interlocking frame rail system 700 accordingto the present invention may include a plurality of such alignment pins1100 disposed between the first frame rail member 704 and the secondframe rail member 705. For this purpose, a plurality of correspondingfirst apertures 770 and second apertures may be provided in therespective first frame rail member 704 and second frame rail member 705.

FIG. 12 is a front elevation view of the alignment pin 1100 illustratedin FIG. 11. As shown in FIG. 12, the spacer member 1112 of the alignmentpin 1100 may be circular in shape. The spacer member 1112 may generallybe constructed of various materials, such as high-density polymers.Those skilled in the art will appreciate that the spacer member 1112 maybe circular, rectangular, elliptical, or various other shapes.

Those of skill in the art will appreciate that the interlocking framerail system 700 according to the present invention may be utilized tointerlock various types of boat dock structures; e.g., walkways, boatdocks, fingers, and the like. It will be understood that frame railmembers as described above with respect to FIGS. 1 through 6 may beutilized in connection with the interlocking frame rail system 700described herein. In one example, frame rail assemblies with removablerub-rails may be secured to two adjoining sides of a boat dockstructure. A corner bumper member may be secured to one or more of thecorresponding channels in the frame rail members of the adjoining sidesof the boat dock structure. As another example, a user may secure framerail members described herein to the sides of boat dock structures, andthe user may utilize the frame rail members in connection with theinterlocking frame rail system 700, or alternatively or additionally,removable rub-rail members may be secured to some or all of the framerail members. All such methods entailing the use of the frame railassemblies and/or interlocking frame rail systems 700 are encompassed bythe present invention.

FIG. 13 is a top plan view of various boat dock structures,schematically depicting locations that may be fitted with frame railassemblies and interlocking frame rail systems 700 according to thepresent invention. FIG. 13 schematically depicts a walkway 1306, a firstbrace structure 1302, a second brace structure 1304, and a finger 1308.Frame rail assemblies including removable rub-rail members according tothe present invention may be secured to locations 6 through 11, forexample. Interlocking frame rail systems 700 according to the presentinvention may be secured to locations 1 though 5, for example. Analignment pin 1300, or a plurality of alignment pins 1300, as describedherein may be provided in the various interlocking frame rail systems700.

FIG. 14 is a perspective view of an example of an interlocking framerail system 1400 according to another embodiment, showing a portion of afirst frame rail member 1404 and a portion of a second frame rail member1405. In some implementations, the interlocking frame rail system 1400may include a first frame rail member 1404, a second frame rail member1405, and one or more connector members, a non-limiting example of whichis described below in conjunction with FIG. 15. The first frame railmember 1404 may generally include a first side 1406 configured forsecuring the first frame rail member 1404 to a side of a first boat dockstructure (not shown, but see FIG. 7 and related description above), asecond side 1410 opposing the first side 1406, an upper section 1414between the first side 1406 and the second side 1410, a first channel(or upper channel) 1418 in the upper section 1414 and extending along alength of the first frame rail member 1404, a second channel (or firstintermediate channel) 1422 extending along the length of the first framerail member 1404, and a lower section 1426 between the first side 1406and the second side 1410. The second channel 1422 may generally belocated below the first channel 1418. The first channel 1418 may includean inner section 1440 and an outer section 1444, the inner section 1440having a larger cross-sectional area than the outer section 1444.

In the present example, the second frame rail member 1405 may generallyinclude a first side 1407 configured for securing the second frame railmember 1405 to a side of a second boat dock structure (not shown), asecond side 1411 opposing the first side 1407, an upper section 1415between the first side 1407 and the second side 1411, a first channel(or upper channel) 1419 in the upper section 1415 and extending along alength of the second frame rail member 1405, a second channel (or firstintermediate channel) 1423 extending along the length of the secondframe rail member 1405, and a lower section 1427 between the first side1407 and the second side 1411. The second channel 1423 may generally belocated below the first channel 1419. The first channel 1419 may includean inner section 1441 and an outer section 1445, the inner section 1441having a larger cross-sectional area than the outer section 1445.

As illustrated in FIG. 14, the first frame rail member 1404 may includea third channel (or lower channel) 1450 extending along the length ofthe first frame rail member 1404 in the lower section 1426 of the firstframe rail member 1404, and a fourth channel (or second intermediatechannel) 1454 above the third channel 1450, the fourth channel 1454extending along the length of the first frame rail member 1404. Thethird channel 1450 may include an inner section 1464 and an outersection 1460, the inner section 1464 having a larger cross-sectionalarea than the outer section 1460.

As further illustrated in FIG. 14, the second frame rail member 1405 mayinclude a third channel (or lower channel) 1451 extending along thelength of the second frame rail member 1405 in the lower section 1427 ofthe second frame rail member 1405, and a fourth channel (or secondintermediate channel) 1455 above the third channel 1451, the fourthchannel 1455 extending along the length of the second frame rail member1405. The third channel 1451 may include an inner section 1465 and anouter section 1461, the inner section 1465 having a largercross-sectional area than the outer section 1461.

In the embodiment illustrated in FIG. 14, by way of example, the firstchannel (or upper channel) 1418 and the third channel (or lower channel)1450 of the first frame rail member 1404 are both located on the secondside 1410 of the first frame rail member 1404. Likewise, the firstchannel (or upper channel) 1419 and the third channel (or lower channel)1451 of the second frame rail member 1405 are both located on the secondside 1411 of the second frame rail member 1405. Thus, the respectivefirst channels (or upper channels) 1418 and 1419 of the first and secondframe rail members 1404 and 1405 face each other, and the respective thethird channels (or lower channels) 1450 and 1451 of the first and secondframe rail members 1404 and 1405 face each other. This configurationaccommodates or facilitates the use of connector members described belowin conjunction with FIG. 15; such connector members may be entirelylocated in the gap between the first and second frame rail members 1404and 1405. This configuration is an alternative to the embodimentillustrated in FIG. 7, where the first and third channels 718 and 750 ofthe first frame rail member 704 are both located on the first side 706of the first frame rail member 704, and the first and third channels 719and 751 of the second frame rail member 705 are likewise both located onthe first side 707 of the second frame rail member 705. Theconfiguration illustrated in FIG. 7 accommodates or facilitates the useof connector members 900 described above in conjunction with FIGS. 9 and10; such connector members 900 may wrap around upper and lower endportions of the first and second frame rail members 704 and 705 asdescribed above and illustrated in FIG. 10.

FIG. 15 is a perspective view of an example of an upper (or first)connector member 1500 and a lower (or second) connector member 1550according to another embodiment, which may be utilized in theinterlocking frame rail system 1400 according to the present invention.One or both connector members 1500 and 1550 may be used to interlock thefirst frame rail member 1404 and the second frame rail member 1405 shownin FIG. 14. Each connector member 1500 and 1550 may include a firstcoupling member 1502 and a second coupling member 1504. The firstcoupling member 1502 and the second coupling member 1504 may extendcontinuously along the length of the connector member 1500 and 1550. Aninterlocking frame rail system 1400 according to the present embodimentmay include the upper connector member 1500 only, or the lower connectormember 1550 only, or both connector members 1500 and 1550. The upperconnector member 1500 may extend along at least a portion of the lengthof the first frame rail member 1404 and at least a portion of the lengthof the second frame rail member 1405. The first coupling member 1502 ofthe upper connector member 1500 may extend through the first (or upper)channel 1418 of the first frame rail member 1404 in removable engagementtherewith, and the second coupling member 1504 of the upper connectormember 1500 may extend through the first (or upper) channel 1419 of thesecond frame rail member 1405 in removable engagement therewith. Thefirst coupling member 1502 may be complementary in shape to the firstchannel 1418 of the first frame rail member 1404, and the secondcoupling member 1504 may be complementary in shape to the first channel1419 of the second frame rail member 1405, thus limiting the upperconnector member 1500 to longitudinal insertion into and removal fromthe first and second frame rail members 1404 and 1405.

Continuing with the present example, the lower connector member 1550 maylikewise extend along at least a portion of the length of the firstframe rail member 1404 and at least a portion of the length of thesecond frame rail member 1405. The first coupling member 1502 of thelower connector member 1550 may extend through the third (or lower)channel 1450 of the first frame rail member 1404 in removable engagementtherewith, and the second coupling member 1504 of the lower connectormember 1550 may extend through the third (or lower) channel 1451 of thesecond frame rail member 1405 in removable engagement therewith. Thefirst coupling member 1502 may be complementary in shape to the thirdchannel 1450 of the first frame rail member 1404, and the secondcoupling member 1504 may be complementary in shape to the third channel1451 of the second frame rail member 1405, thus limiting the lowerconnector member 1550 to longitudinal insertion into and removal fromthe first and second frame rail members 1404 and 1405.

As further illustrated in FIG. 15, each connector member 1500 and 1550may include a body or projection 1506 disposed between the firstcoupling member 1502 and the second coupling member 1504. In someembodiments, the body or projection 1506 may have a width (along thehorizontal direction, from the perspective of FIG. 15) such that, wheninstalled, the body or projection 1506 occupies all or substantially allof the width of the gap between the first and second frame rail members1404 and 1405. In some embodiments, the body or projection 1506 may havea height (along the vertical direction, from the perspective of FIG. 15)such that, when installed, the body or projection 1506 is flush orsubstantially flush with the uppermost or lowermost end surfaces of thefirst and second frame rail members 1404 and 1405.

Other embodiments may include a combination of features illustrated inFIGS. 7, 9, 14 and 15. For example, an interlocking frame rail systemmay be configured to include an upper connector member as shown in FIG.9 and a lower connector member as shown in FIG. 15. As another example,an interlocking frame rail system may be configured to include an upperconnector member as shown in FIG. 15 and a lower connector member asshown in FIG. 9.

In general, terms such as “coupled to,” and “configured for coupling to”and “secured to” and “in engagement with” (for example, a firstcomponent is “coupled to” or “is configured for coupling to” or is“secured to” or is “in engagement with” a second component) are usedherein to indicate a structural, functional, mechanical, electrical,signal, optical, magnetic, electromagnetic, ionic or fluidicrelationship between two or more components or elements. As such, thefact that one component is said to couple to a second component is notintended to exclude the possibility that additional components may bepresent between, and/or operatively associated or engaged with, thefirst and second components.

The foregoing description of implementations has been presented forpurposes of illustration and description. It is not exhaustive and doesnot limit the claimed inventions to the precise form disclosed.Modifications and variations are possible in light of the abovedescription or may be acquired from practicing the invention. The claimsand their equivalents define the scope of the invention.

What is claimed is:
 1. An interlocking frame rail system for boat dock structures, comprising: a first frame rail member including a first side configured for securing the first frame rail member to a first side of a first boat dock structure; a second side opposing the first side and comprising a first aperture; an upper section between the first side and the second side of the first frame rail member; a lower section between the first side and the second side, and below the upper section, of the first frame rail member; an upper channel extending along a length of the first frame rail member; and a lower channel below the upper channel, the lower channel extending along the length of the first frame rail member; a second frame rail member including a first side configured for securing the second frame rail member to a first side of a second boat dock structure; a second side opposing the first side and comprising a second aperture; an upper section between the first side and the second side of the second frame rail member; a lower section between the first side and the second side, and below the upper section, of the second frame rail member; an upper channel extending along a length of the second frame rail member; and a lower channel below the upper channel, the upper channel extending along the length of the second frame rail member; an upper connector member extending along at least a portion of the length of the first frame rail member and at least a portion of the length of the second frame rail member, the upper connector member including a first coupling member extending through the upper channel of the first frame rail member in removable engagement therewith, and a second coupling member extending through the upper channel of the second frame rail member in removable engagement therewith; a lower connector member extending along at least a portion of the length of the first frame rail member and at least a portion of the length of the second frame rail member, the lower connector member including a first coupling member extending through the lower channel of the first frame rail member in removable engagement therewith, and a second coupling member extending through the lower channel of the second frame rail member in removable engagement therewith; and an alignment pin disposed between the second side of the first frame rail member and the second side of the second frame rail member and oriented in an axial direction perpendicular to the second sides, the alignment pin including a first end extending axially into the first aperture, a second end extending axially into the second aperture, and a spacer member between the first end and the second end.
 2. The interlocking frame rail system of claim 1, wherein at least one of the upper connector member and the lower connector member includes a projection that extends into a gap between the first frame rail member and the second frame rail member.
 3. The interlocking frame rail system of claim 1, wherein the upper channel and the lower channel of the first frame rail member each include an inner section and an outer section, the inner section having a larger cross-sectional area than the outer section; and the upper channel and the lower channel of the second frame rail member each include an inner section and an outer section, the inner section having a larger cross-sectional area than the outer section.
 4. The interlocking frame rail system of claim 1, further comprising: a first frame rail assembly secured to a second side of the first boat dock structure, the first frame rail assembly comprising: a third frame rail member comprising a first side configured for securing the third frame rail member to the second side of the first boat dock structure; a second side of the third frame rail member opposing the first side of the third frame rail member; a first channel extending along a length of the third frame rail member; and a second channel below the first channel, the second channel extending along the length of the third frame rail member; and a first removable resilient rub-rail member projecting outward from the second side of the third frame rail member and extending along at least a portion of the length of the third frame rail member, the first rub-rail member including a first coupling member extending through the first channel in engagement therewith, and a second coupling member extending through the second channel in engagement therewith.
 5. The interlocking frame rail system of claim 4, further comprising: a second frame rail assembly secured to a third side of the first boat dock structure, the third side of the first boat dock structure and the second side of the first boat dock structure forming a corner therebetween, the second frame rail assembly comprising: a fourth frame rail member including a first side configured for securing the fourth frame rail member to the third side of the first boat dock structure; a second side of the fourth frame rail member opposing the first side of the fourth frame rail member; a first channel extending along a length of the fourth frame rail member; and a second channel extending along the length of the fourth frame rail member; and a second removable resilient rub-rail member projecting outward from the second side of the fourth frame rail member and extending along at least a portion of the length of the fourth frame rail member, the second rub-rail member including a third coupling member extending through the first channel in engagement therewith, and a fourth coupling member extending through the second channel in engagement therewith; and a corner bumper member having a first end and a second end, the first end extending through the first channel of the third frame rail member, and the second end extending through the first channel of the fourth frame rail member.
 6. The interlocking frame rail system of claim 4, further comprising: a second frame rail assembly secured to the second side of the second boat dock structure, the second frame rail assembly comprising: a fourth frame rail member comprising a first side configured for securing the fourth frame rail member to the second side of the second boat dock structure; a second side of the fourth frame rail member opposing the first side of the fourth frame rail member; a first channel extending along a length of the fourth frame rail member; a second channel below the first channel, the second channel extending along the length of the fourth frame rail member; and a second removable resilient rub-rail member projecting outward from the second side of the fourth frame rail member and extending along at least a portion of the length of the fourth frame rail member, the second rub-rail member including a third coupling member extending through the first channel in engagement therewith, and a fourth coupling member extending through the second channel in engagement therewith.
 7. The interlocking frame rail system of claim 1, further comprising: the first boat dock structure, wherein the first frame rail member is secured to the first side of the first boat dock structure; and the second boat dock structure, wherein the second frame rail member is secured to the first side of the second boat dock structure, wherein the upper connector member and the lower connector member are interposed between the first boat dock structure and the second boat dock structure.
 8. The interlocking frame rail system of claim 1, wherein: the first coupling member of the upper connector member has a cross-section shaped complementarily to a cross-section of the upper channel of the first frame rail member, and the second coupling member of the first frame rail member has a cross-section shaped complementarily to a cross-section of the upper channel of the second frame rail member, and wherein the cross-sections of the first coupling member and the second coupling member are sized and shaped such that the first coupling member and the second coupling member are limited to longitudinal insertion into and removal from the respective upper channels of the first frame rail member and the second frame rail member; and the first coupling member of the lower connector member has a cross-section shaped complementarily to a cross-section of the lower channel of the first frame rail member, and the second coupling member of the lower frame rail member has a cross-section shaped complementarily to a cross-section of the lower channel of the second frame rail member, and wherein the cross-sections of the first coupling member and the second coupling member are sized and shaped such that the first coupling member and the second coupling member are limited to longitudinal insertion into and removal from the respective lower channels of the first frame rail member and the second frame rail member.
 9. The interlocking frame rail system of claim 1, wherein the upper channel of the first frame rail member is located on the first side of the first frame rail member such that a first section of the upper connector is adjacent to the first side of the first frame rail member, and the upper channel of the second frame rail member is located on the first side of the second frame rail member such that a second section of the upper connector is adjacent to the first side of the second frame rail member.
 10. The interlocking frame rail system of claim 9, wherein the lower channel of the first frame rail member is located on the first side of the first frame rail member such that a first section of the lower connector is adjacent to the first side of the first frame rail member, and the lower channel of the second frame rail member is located on the first side of the second frame rail member such that a second section of the lower connector is adjacent to the first side of the second frame rail member.
 11. The interlocking frame rail system of claim 9, wherein the lower channel of the first frame rail member is located on the second side of the first frame rail member, and the lower channel of the second frame rail member is located on the second side of the second frame rail member.
 12. The interlocking frame rail system of claim 1, wherein at least one of the first frame rail member and the second frame rail member comprises an intermediate channel between the upper channel and the lower channel of at least one of the first frame rail member and the second frame rail member, the intermediate channel extending along the length of the first frame rail member.
 13. A method for interlocking boat dock structures, the method comprising: aligning a first frame rail member with a second frame rail member, the first frame rail member comprising a first side, a second side opposing the first side, a first channel extending along a length of the first frame rail member, and a second channel below the first channel and extending along the length of the first frame rail member, and the second frame rail member comprising a first side, a second side opposing the first side, a first channel extending along a length of the second frame rail member, and a second channel below the first channel and extending along the length of the second frame rail member, wherein aligning the first frame rail member with the second frame rail member includes mounting an alignment pin between the first frame rail member and the second frame rail member by inserting a first end of the alignment pin into a first aperture of the second side of the first frame rail member, and inserting a second end of the alignment pin into a second aperture of the second side of the second frame rail member, such that the alignment pin is oriented in an axial direction perpendicular to the second sides, and a spacer member of the alignment pin is interposed between the respective second sides of the first frame rail member and the second frame rail member; securing the first frame rail member to a side of the first boat dock structure; securing the second frame rail member to a side of the second boat dock structure; and coupling the first frame rail member to the second frame rail member by removeably engaging a first coupling member of an upper connector member with the first channel of the first frame rail member and removeably engaging a second coupling member of the upper connector member with the first channel of the second frame rail member.
 14. The method of claim 13, wherein coupling the first frame rail member to the second frame rail member further comprises: removably engaging a first coupling member of a lower connector member with the second channel of the first frame rail member and removably engaging a second coupling member of the lower connector member with the second channel of the second frame rail member. 